WO2017081921A1 - 車輪の滑り角推定装置及びその方法 - Google Patents

車輪の滑り角推定装置及びその方法 Download PDF

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Publication number
WO2017081921A1
WO2017081921A1 PCT/JP2016/076352 JP2016076352W WO2017081921A1 WO 2017081921 A1 WO2017081921 A1 WO 2017081921A1 JP 2016076352 W JP2016076352 W JP 2016076352W WO 2017081921 A1 WO2017081921 A1 WO 2017081921A1
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Prior art keywords
wheel
vehicle body
road surface
coordinate system
axis
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PCT/JP2016/076352
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English (en)
French (fr)
Japanese (ja)
Inventor
幹雄 板東
幸彦 小野
佐藤　隆之
石本　英史
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日立建機株式会社
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Priority to EP16863885.6A priority Critical patent/EP3375694B1/en
Priority to CN201680059002.5A priority patent/CN108137091B/zh
Priority to US15/771,150 priority patent/US10625747B2/en
Publication of WO2017081921A1 publication Critical patent/WO2017081921A1/ja

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/101—Side slip angle of tyre
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/103—Side slip angle of vehicle body
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/14—Yaw
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/16—Pitch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/18—Roll
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/28—Wheel speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/18—Steering angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/20—Steering systems
    • B60W2710/207—Steering angle of wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/22—Suspension systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/10—Longitudinal speed
    • B60W2720/106—Longitudinal acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/12—Lateral speed
    • B60W2720/125—Lateral acceleration
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/02—Systems using reflection of radio waves, e.g. primary radar systems; Analogous systems
    • G01S13/50—Systems of measurement based on relative movement of target
    • G01S13/58—Velocity or trajectory determination systems; Sense-of-movement determination systems
    • G01S13/60—Velocity or trajectory determination systems; Sense-of-movement determination systems wherein the transmitter and receiver are mounted on the moving object, e.g. for determining ground speed, drift angle, ground track
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S7/00—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00
    • G01S7/02—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00 of systems according to group G01S13/00
    • G01S7/28—Details of pulse systems
    • G01S7/285—Receivers
    • G01S7/295—Means for transforming co-ordinates or for evaluating data, e.g. using computers

Definitions

  • the present invention relates to a dump truck that moves at a mine or a construction site, and more particularly to an apparatus and method for estimating a slip angle of a wheel.
  • Patent Literature 1 discloses an inertial measurement device attached to a vehicle body having a wheel and a configuration for measuring the steering angle and estimating the slip angle of the wheel.
  • the technique for estimating the slip angle of a wheel in Patent Document 1 assumes that a flat road surface on which the four wheels are grounded is parallel to the vehicle body. With this assumption, the wheel that outputs the speed on the road surface matches the output shaft of the inertial measurement device such as the acceleration and angular velocity of the body on the spring, so that the slip angle of the wheel can be obtained correctly. And this assumption does not deviate greatly in many passenger cars.
  • a vehicle is configured by mounting a vehicle body on a wheel via a spring.
  • the spring contracts, and the vehicle body tilts with respect to the wheel and the wheel shaft due to the load.
  • the vehicle body on the spring is tilted by the contraction of the spring, so it cannot be assumed that the vehicle body and the road surface are parallel.
  • the value measured by the inertial measurement device attached to the vehicle body measures acceleration in a direction different from the road surface, and it is difficult to calculate an accurate wheel slip angle. Therefore, even if the technique described in Patent Document 1 is applied to a dump truck that has a larger weight than that of a passenger car, there remains a problem that it is difficult to accurately measure the slip angle of the car body.
  • the present invention has been made in view of the above problems, and in a dump truck in which the weight of the vehicle body varies greatly depending on the loaded state, the slip angle of the wheel is accurately estimated using an output value from an inertial measurement device attached to the vehicle body.
  • the purpose is to do.
  • an aspect of the present invention provides a vehicle body inertial measurement device that mounts a vehicle body via a suspension on the wheel and the wheel, and outputs acceleration and angular velocity of the vehicle body attached to the vehicle body, the vehicle body
  • a road surface distance measuring device for measuring a distance to a road surface including a grounding point of the wheel attached to a wheel, a wheel speed measuring device for outputting a wheel speed based on the rotation speed of the wheel, and a steering for measuring a steering angle of the wheel
  • a slip angle estimating device for a dump truck wheel provided with an angle measuring device, using a series of distances to a measurement point on the road surface measured by the road surface distance measuring device, and a longitudinal axis and a left / right axis of the vehicle body
  • an orthogonal triaxial vehicle body coordinate system composed of an upper and lower axis orthogonal to the front and rear axes and the left and right axes, an orthogonal two axes obtained by projecting the front
  • Gravity acceleration components are removed from acceleration and angular velocity to obtain acceleration and angular velocity due to the movement of the vehicle body, and acceleration and angular velocity due to the movement of the vehicle body are converted into the road surface coordinate system using the vehicle body-road surface coordinate conversion information.
  • a vector is obtained, and at the wheel contact point derived from the vehicle body inertial measurement device, the acceleration and angular velocity resulting from the movement of the vehicle body converted into the road surface coordinate system are used.
  • a wheel slip angle estimator that obtains an acceleration vector and estimates a side slip angle of the wheel based on a difference between the acceleration vector and a wheel acceleration vector at a wheel contact point derived from the wheel speed measuring device.
  • the slip angle of the wheel can be accurately estimated using the output value from the inertial measurement device attached to the vehicle body in the dump truck in which the vehicle body weight changes greatly.
  • LIDAR Laser Imaging Detection and Ranging
  • FIG. 1 is a diagram showing a schematic configuration of a dump truck.
  • the dump truck 100 includes front and rear wheels 101, a wheel shaft 102 that supports each wheel, and a vehicle body 103 that is a sturdy frame connected to the wheel shaft via a spring or the like (for example, a suspension (not shown)). Composed.
  • FIG. 2A and 2B are explanatory diagrams showing four coordinate systems, where FIG. 2A shows a global coordinate system, and FIG. 2B shows a road surface coordinate system, a vehicle body coordinate system, and road surface distance measurement unit coordinate systems L1 and L2.
  • FIG. 3 is a diagram showing a vehicle body coordinate system.
  • FIG. 4 is an explanatory view showing a road surface coordinate system.
  • a three-axis orthogonal coordinate system having an Xb axis in the longitudinal direction of the vehicle body, a Yb axis in the horizontal direction of the vehicle body, and a Zb axis in the upward direction is referred to as a vehicle body coordinate system b (see FIG. 2B).
  • the origin of the vehicle body coordinate system b is an arbitrary point fixed in the vehicle body.
  • the surface formed by the points where a plurality of wheels 101 contact is called a road surface, and it is assumed that the road surface on which the dump truck 100 operates is a flat surface at any moment.
  • the Xb axis and Yb axis of the vehicle body coordinate system b projected onto the road surface on the road surface are the Xr axis and Yr axis of the road surface coordinate system r, respectively, and the Zr axis in the direction that forms the right-handed system from the Xr axis and Yr axis.
  • a three-axis orthogonal coordinate system taking the above is called a road surface coordinate system r (see FIG. 4).
  • the road surface coordinate system r when viewed from the global coordinate system e, the road surface coordinate system r appears to move sequentially along with the vehicle body coordinate system b.
  • the directions of the Xr axis and the Yr axis coincide with the directions of the Xb axis and the Yb axis in the vehicle body coordinate system b.
  • the direction is perpendicular, the vehicle body 103 is not necessarily parallel to the road surface, and therefore does not necessarily coincide with the Zb axis of the vehicle body coordinate system b.
  • the measurement start point of the road surface distance measuring device for measuring the distance is the origin.
  • the road surface distance measuring device coordinate system is a three-axis orthogonal coordinate system with the XL axis in the direction to measure the distance, the YL axis in the direction perpendicular to the XL axis, and the ZL axis in the right-handed direction from the XL and YL axes. Call it L.
  • the road surface distance measuring device coordinate system L appears to move sequentially along with the vehicle body coordinate system b.
  • a coordinate system is defined for each of them, and the coordinate system defined by the i-th road surface distance measuring device among the n road surface distance measuring devices is the road surface. This is called a distance measuring device coordinate system Li.
  • the subscripts e, b, r, and Li on the right side of variables and values are the global coordinate system e, the vehicle body coordinate system b, the road surface coordinate system r, and the subscripted variables and values, respectively. This indicates that the variable or value is represented by the i-th road surface distance measuring device coordinate system Li.
  • the wheel slip angle refers to the angle formed by the direction of the wheel 101 and the wheel speed vector on the road surface coordinate system r.
  • FIG. 5 is a block diagram showing a functional configuration of the dump truck 100.
  • the body 103 of the dump truck 100 includes a vehicle body inertial measurement device 104 that measures acceleration including gravitational acceleration, angular velocity, and the like in the vehicle body coordinate system b, and one straight line that intersects the traveling direction of the vehicle body.
  • a road surface distance measuring device 105 capable of measuring two or more points on the road surface that can be connected or approximated at the time of the same sample, a steering angle measuring device 106 that measures the inclination of the vehicle body coordinate system b from the Xb axis, a wheel A wheel speed measuring device 107 for measuring a wheel speed based on the number of rotations, a horizontal plane stretched by the Xe and Ye axes of the global coordinate system e, and an inclination angle formed by the Xb and Yb axes of the vehicle body coordinate system b and a global coordinate system
  • a vehicle body posture measuring device 108 for measuring a vehicle posture expressed by a rotation angle from the Xe axis of e to the Xb axis of the vehicle body coordinate system b is attached.
  • the dump truck 100 further includes a vehicle body slip angle estimating device 120.
  • a vehicle body slip angle estimating device 120 Each of the vehicle body inertia measuring device 104, the road surface distance measuring device 105, the steering angle measuring device 106, the wheel speed measuring device 107, and the vehicle body posture measuring device 108 is provided. The measurement result of each device is output to the vehicle body slip angle estimating device 120.
  • the vehicle slip angle estimation device 120 includes a road-to-vehicle posture estimation unit 121, a road surface inertia amount calculation unit 122, and a wheel slip angle estimation unit 123.
  • the vehicle body slip angle estimation device 120 includes a CPU (Central Processing Unit) and other arithmetic / control devices, as well as a ROM (Read Only Memory) and HDD (Hard Disk Drive) that store programs executed by the vehicle body slip angle estimation device 120.
  • a hardware including a RAM (Random Access Memory) that is a work area when the CPU executes a program, a road-to-vehicle attitude estimation unit 121, a road surface inertia amount calculation unit 122, and a wheel slip angle It is configured by cooperation with software that realizes each function of the estimation unit 123.
  • the road-to-vehicle posture estimation unit 121 converts the relative inclination between the vehicle body 103 and the road surface from the vehicle body coordinate system b to the road surface coordinate system r using a series of distances from the road surface measured by the road surface distance measuring device 105. Estimate as matrix Crb.
  • the road surface inertia amount calculation unit 122 removes the gravitational acceleration component from the road-to-vehicle posture estimation unit 121, the vehicle body inertia measurement device 104, and the vehicle body posture measurement device 108, and calculates the vehicle inertia amount represented by the vehicle body coordinate system b as road surface coordinates. It converts into the inertial amount of the vehicle represented by the system r.
  • the wheel slip angle estimator 123 estimates the slip angle of each wheel with high accuracy using the on-road inertia amount calculator 122, the steering angle measuring device 106, and the wheel speed measuring device 107.
  • FIG. 6 is a diagram illustrating a processing flow of the road-to-vehicle posture estimation unit.
  • FIG. 7 is a diagram showing a coordinate system and measurement points of LIDAR.
  • FIG. 8 is a model diagram of the LIDAR measurement point sequence attached to the vehicle body.
  • step 601 the distance from the road surface distance measuring device 105 fixed to the vehicle body 103 to the road surface is measured by the road surface distance measuring device 105.
  • the lidar continuously scans the distance to a certain point in a linear manner. Further, the distance measured from the LIDAR is assumed to be the distance l from the scanned angle and the measurement point P.
  • the XL axis is in the direction of the LIDAR scanning laser emission surface
  • the YL axis is in the side direction forming the right hand system
  • the ZL axis is in the normal direction formed by these two axes. Stipulate.
  • the distance l to the point P can be expressed in three-dimensional coordinates (pxL, pyL, pzL) by the angle ⁇ formed with the XL axis when measured.
  • the coordinate transformation matrix C bL from the road surface distance measuring device coordinate system L to the vehicle body coordinate system b fixed to the LIDAR is given in advance by measuring the mounting angle of the LIDAR. It is assumed that the two LIDARs 801 and 802 are installed on the side surface of the vehicle body toward the road surface so that the lasers intersect each other (intersection 805) as shown in FIG.
  • a point coordinate series measured as points on the road surface is created only for the laser scanning line segment.
  • step 604 a normal vector of the road surface plane is obtained.
  • This normal vector represents a unit vector on the Zr axis of the road surface coordinate system r in the vehicle body coordinate system b.
  • n + m are obtained by combining two point sequences obtained from each distance measuring device by one scan. I can do it.
  • the normal vector U b can be obtained by the following equation (4) by the least square method.
  • step 605 a coordinate transformation matrix from the vehicle body coordinate system b to the road surface coordinate system r is calculated.
  • the road surface coordinate system r conforms to the above definition, and the two orthogonal vectors exr, eyr and the normal ezr vector obtained by projecting the Xb axis and Yb axis of the vehicle body coordinate system b onto the road surface match the Xr axis, Yr axis, and Zr axis, respectively. It is formed by doing.
  • the road surface expressed in the vehicle body coordinate system is the same as the Zb axis of the vehicle body coordinate system b.
  • the process of the road-to-vehicle posture estimation unit 121 is terminated through the above processing flow.
  • FIG. 9 is a diagram showing a processing flow of the road surface inertia amount calculation unit.
  • the posture of the vehicle body is measured by the vehicle body posture measuring device 108.
  • the posture is a parameter for obtaining a conversion from the global coordinate system e to the vehicle body coordinate system b set on a plane perpendicular to the direction of gravitational acceleration.
  • a method for estimating the posture by attaching three position estimation devices is disclosed in Japanese Patent Application Laid-Open No. 2010-190806, and the posture is measured by applying this to posture measuring means.
  • the posture measured by the above method is three conversion parameters from the global coordinate system e to the vehicle body coordinate system b, and is called a roll angle ⁇ , a pitch angle ⁇ , and a yaw angle ⁇ .
  • a coordinate transformation matrix C eb from the global coordinate system e to the vehicle body coordinate system b is obtained.
  • the angles measured in step 901 are the rotation angles of the Xe axis, the Ye axis, and the Ze axis for each axis of the global coordinate system e.
  • the respective angles in the order of the Ze axis, the Ye axis, and the Xe axis. Think of rotating by minutes.
  • the coordinate transformation matrix C eb is obtained as in the following equation (6).
  • the amount of inertia in the vehicle body coordinate system b is measured.
  • the inertia amount means acceleration or angular velocity.
  • the vehicle body inertial measurement device 104 measures acceleration and angular velocity including gravitational acceleration with respect to each axis of the vehicle body coordinate system b.
  • a three-axis acceleration sensor and a three-axis gyro sensor provided on each of the Xb axis, Yb axis, and Zb axis of the vehicle body coordinate system b are considered as the vehicle body inertial measurement device 104.
  • step 904 acceleration and angular velocity due to movement of the vehicle body 103 are calculated.
  • the gravity term in the vehicle body coordinate system b is removed from the output value vector ⁇ b of the acceleration sensor obtained in step 903, and the vehicle body An acceleration vector ab generated by the movement of 103 is calculated.
  • Vehicle acceleration in vehicle body coordinate system b) (acceleration sensor output value measured in vehicle body coordinate system b) ⁇ (coordinate transformation matrix from global coordinate system e to vehicle body coordinate system b) ⁇ (global coordinate system e Gravity acceleration vector)
  • the vehicle body angular velocity uses the gyro sensor output value vector ⁇ b (see the following equation (8)) obtained in step 903 as it is.
  • step 905 the acceleration and angular velocity generated by the vehicle body motion at the contact point of the wheel are represented by the road surface coordinate system r.
  • Calculated acceleration vector acting on the vehicle body represented by the vehicle body coordinate system b obtained in step 904 a b and the vehicle body coordinate system output value vector omega b of the gyro sensor is an angular velocity of each axis at the road-vehicle posture estimation unit 121 This is expressed in the road surface coordinate system r using the coordinate transformation matrix C rb .
  • the acceleration vector a r and the angular velocity vector ⁇ r on the vehicle body inertial measurement device 104 represented by the road surface coordinate system r are expressed by the following equation (9). Represented.
  • acceleration vector a tr represented by the road surface coordinate system r of the wheel contact point is represented by the following equation (10).
  • FIG. 10 is a diagram illustrating a processing flow of the wheel slip angle estimation unit.
  • FIG. 11 is a diagram illustrating the relationship among the speed, acceleration, steering angle, and slip angle of the wheels.
  • step 1001 the inclination ⁇ b of the vehicle body coordinate system b with respect to the Xb axis measured by the steering angle measuring device 106 is acquired.
  • step 1002 the wheel inclination ⁇ b is converted into an inclination ⁇ r1101 with respect to the Xr axis of the road surface coordinate system r.
  • ⁇ b ⁇ r1101
  • the wheel speed measuring device 107 acquires the wheel speed V at the wheel contact point.
  • the wheel speed at the wheel contact point is the traveling speed (scalar value) on the road surface.
  • step 1004 a speed vector V r 1102 at the wheel contact point expressed in the road surface coordinate system r is obtained. If the wheel rotation amount represents rotation in the tilt direction of the wheel, the wheel speed V obtained in step 1003 can be said to be the magnitude of the speed vector V r 1102 at the wheel contact point of the road surface coordinate system r.
  • the velocity vector V r 1102 at the wheel contact point of the road surface coordinate system r can be expressed as the following equation (11).
  • (Velocity vector at wheel contact point in road surface coordinate system r) (size of wheel speed in road surface coordinate system r) ⁇ (road surface coordinate system distribution component due to wheel inclination)
  • V is obtained from wheel speed measuring device 107.
  • ⁇ r is the slope of the road surface coordinate system r obtained in step 1002 with respect to the Xr axis.
  • an acceleration vector (dVr / dt) 1103 at the wheel contact point represented by the road surface coordinate system r is obtained. Since the acceleration vector may be a value obtained by differentiating the velocity vector V r 1102 calculated in step 1004 with respect to time, it can be expressed as follows.
  • a centripetal acceleration vector ⁇ tr 1104 at the wheel contact point in the road surface coordinate system r is calculated.
  • a centripetal acceleration vector ⁇ tr 1104 at the wheel contact point in the road surface coordinate system r is calculated as in the following equation (13).
  • the wheel slip angle is obtained. Since a turning speed component and a vector v tr 1105 are generated in the direction perpendicular to the centripetal acceleration vector ⁇ tr 1104 at the wheel contact point in the road surface coordinate system r calculated in step 1006, the side slip angle ⁇ 1106 of the wheel is calculated based on the road surface coordinate system.
  • the side slip angle ⁇ 1106, which is the angle formed by the centripetal acceleration vector ⁇ tr 1104 at the wheel contact point at r and the vector perpendicular to the wheel traveling direction, can be obtained according to the following equation (14).
  • the processing of the wheel slip angle estimating unit 123 is completed through the above processing flow.
  • FIG. 12 is a diagram showing a two-dimensional velocity vector when the vehicle is viewed from above.
  • the wheel slip angle estimation unit 123 can obtain the slip angle of the left front wheel 1202, the slip angle of the right front wheel 1203, the slip angle of the left rear wheel 1204, and the slip angle of the right rear wheel 1205 by the above-described method.
  • the slip angle may be obtained by taking the space between the wheels.
  • the wheel slip angle estimation unit 123 can estimate the slip angle with high accuracy using the output value of the vehicle body inertial measurement device 104 attached to the vehicle body.
  • the wheel slip angle estimating unit 123 uses the output value of the vehicle body inertial measurement device attached to the vehicle body so that the vehicle body and the road surface are not parallel. In both cases, the slip angle at each wheel can be estimated with high accuracy.
  • FIG. 13 is a block diagram showing a functional configuration of the dump truck in the second embodiment.
  • the dump truck 100a includes a wheel shaft 102 that connects a wheel 101 and left and right wheels, and a vehicle body 103 that has a wheel shaft connected by a spring or the like.
  • the vehicle body inertial measurement device 104 attached to the vehicle body 103 of the dump truck 100a includes a yaw rate sensor 1301 that measures an angular velocity around the Zb axis of the vehicle body coordinate system b as shown in FIG.
  • a stroke sensor 1302 that measures a stroke attached to the wheel shaft 102 is used as the road surface distance measuring device 105.
  • a steering angle measuring device 106 that measures the inclination of the wheel is provided, and a vehicle body speed measuring device 1303 that measures the speed of the vehicle body 103 with respect to the road surface in the vehicle body coordinate system b is attached instead of the wheel speed measuring device 107.
  • the vehicle body speed measurement device 1303 uses a vehicle body coordinate system such as the vehicle body posture measurement device used in the first embodiment to estimate the speed of the global coordinate system e estimated using a Doppler frequency measured by a GNSS antenna attached to the vehicle body. Conversion to b, or measuring the relative speed between the vehicle body and the road surface with a millimeter wave radar attached directly to the vehicle body.
  • the steering angle measuring device 106 measures the steering angle of at least one of the left front wheel 1202 or the right front wheel 1203 which is a steering wheel.
  • the road-to-vehicle posture estimation unit 1321 uses the measurement value of the stroke sensor 1302 to estimate the inclination between the road surface and the plane stretched by the Xb axis Yb axis of the vehicle body coordinate system b, and the road surface coordinate system r from the vehicle body coordinate system b. Calculated as a coordinate transformation matrix Crb to.
  • the road surface inertia amount calculation unit 1322 measures the angular velocity around the Zb axis of the vehicle body 103 measured by the yaw rate sensor 1301 and the vehicle body speed measured by the vehicle body speed measurement device 1303, and the road-to-vehicle attitude estimation unit 1321. From the estimated coordinate conversion matrix Crb from the vehicle body coordinate system b to the road surface coordinate system r, the speed is converted into the speed and angular velocity of the wheel contact point represented by the road surface coordinate system r.
  • a wheel slip angle estimation unit 1323 that estimates a slip angle of each wheel is a wheel contact point speed and an angular velocity represented by the road surface coordinate system r obtained by the steering angle measurement device 106 and the road surface inertia amount calculation unit 1322. The wheel slip angle is estimated with high accuracy by obtaining the lateral speed of the wheel contact point using.
  • FIG. 14 is a diagram illustrating a processing flow of the road-to-vehicle posture estimation unit in the road-to-vehicle posture estimation unit according to the second embodiment.
  • step 1401 the distance from the start point of the stroke sensor 1302 attached to the vehicle body 103 to the wheel shaft 102 is measured by the stroke sensor 1302 attached to each wheel.
  • the stroke sensor 1302 measures the distance between the wheel shaft 102 and the position of the start point where the stroke sensor 1302 of the vehicle body 103 is attached while maintaining a perpendicular or constant angle to the wheel shaft 102. Since the final value to be estimated is the inclination between the road surface coordinate system r and the vehicle body coordinate system b, the distortion of the wheel 101 is considered negligible, and it is directly assumed that the unsprung wheel axis is parallel to the road surface plane. There is no need to measure points on the road surface.
  • step 1402 the position of the wheel shaft 102 represented by the vehicle body coordinate system b is obtained. If the coordinate transformation matrix C bL from the road surface distance measuring device coordinate system L to the vehicle body coordinate system b fixed to the total n stroke sensors 1302 is given in advance by measuring the mounting position and direction, The position (pixb, piyb, pizb) of the wheel shaft 102 measured by the output l iL from the i-th stroke sensor i (0 ⁇ i ⁇ n) represented by the road surface distance measuring device coordinate system L is represented by the vehicle body coordinate system b. In this case, the attachment position of the stroke sensor can be obtained from the point Pi (Pixb, Piyb, Pizb) expressed in the vehicle body coordinate system b as follows.
  • a normal vector of the road surface plane is obtained.
  • the plane closest to these points can be obtained as a plane parallel to the road surface, and a vector obtained by translating the normal vector U b of the road surface can also be obtained. Since the starting point of the normal vector of this plane is not important when obtaining the slope at the subsequent stage, the normal vector of the plane parallel to the road surface may be used as the normal vector U b of the road surface.
  • the normal vector U b of the road surface is obtained by the least square method, it is expressed as the following equation (16).
  • the normal vector U is obtained by the least square method. b can be obtained as follows.
  • a coordinate transformation matrix from the vehicle body coordinate system b to the road surface coordinate system r is calculated.
  • the road surface coordinate system r considers two orthogonal vectors obtained by projecting the Xb axis and Yb axis of the vehicle body coordinate system b onto the road surface in accordance with the above definition, and exr, eyr and its normal ezr vector are the Xr axis, Yr axis, Zr axis and Formed by matching.
  • the rotation matrix R b with the normal vector U b (A, B, C) obtained from the plane equation parallel to the road surface expressed in the vehicle body coordinate system as well as the Zb axis of the vehicle body coordinate system b obtained in step 1403
  • the coordinate transformation matrix C rb from the vehicle body coordinate system b to the road surface coordinate system r can be obtained in the same manner as in Step 605 of the first embodiment.
  • FIG. 15 is a diagram illustrating a processing flow of a road surface inertia amount calculation unit according to the second embodiment.
  • a vehicle body speed vector Vb is acquired from the vehicle body speed measuring device 1303. What can be measured by the vehicle body speed measuring device 1303 is the speed in the direction of each axis of the vehicle body coordinate system b with respect to the road surface of the vehicle body 103 at the position where the vehicle body speed measuring device 1303 is attached.
  • the yaw rate sensor 1301 measures the angular velocity represented by the vehicle body coordinate system b around the Zb axis of the vehicle body coordinate system b.
  • the road-vehicle attitude estimation unit 1321 indicates the vehicle body speed vector Vb acquired in step 1501 from the obtained coordinate transformation matrix C rb and the angular velocity of the vehicle body coordinate system Zb axis acquired in step 1502.
  • An output value ⁇ zb of the gyro sensor is represented by a road surface coordinate system r.
  • FIG. 16 is a diagram showing a processing flow of the wheel slip angle estimating means in Example 2 in the second embodiment.
  • FIG. 17 is a model diagram showing the relationship between the speed and slip angle of the wheel in the second embodiment.
  • step 1601 the inclination ⁇ b of the vehicle body coordinate system b with respect to the Xb axis measured by the steering angle measuring device 106 is acquired.
  • step 1602 the wheel inclination ⁇ b is converted into an inclination ⁇ r1701 with respect to the Xr axis of the road surface coordinate system r.
  • ⁇ b ⁇ r1701
  • step 1603 the velocity vector V tr at each wheel axis position represented by the road surface coordinate system r on a plane parallel to the road surface of each wheel shaft 102 calculated by the on-road inertia amount calculation unit 1322. To get.
  • step 1604 from the inclination ⁇ 1701 of the wheel 101 with respect to the road surface coordinate system r acquired in step 1602, and the velocity vector V tr at each wheel shaft position on a plane parallel to the road surface obtained in step 1603, Calculate the wheel slip angle.
  • the side slip angle ⁇ 1702 of the wheel can be obtained by the following equation (20).
  • the wheel slip angle estimation unit 123 uses the output value of the vehicle body inertial measurement device attached to the vehicle body to determine the vehicle body and the road surface. Even if they are not parallel to each other, the slip angle at each wheel can be estimated with high accuracy. In addition, the wheel slip angle can be estimated with a configuration of the measuring device that is smaller than that of the first embodiment.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Mathematical Physics (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)
PCT/JP2016/076352 2015-11-11 2016-09-07 車輪の滑り角推定装置及びその方法 WO2017081921A1 (ja)

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EP16863885.6A EP3375694B1 (en) 2015-11-11 2016-09-07 Device and method for estimating slip angle of vehicle wheel
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